Engine timing switch



March 29, 1932. R 1,851,374

ENGINE TIMING SWITCH Filed Jun 15, 1950 Inventor 1. /9 EYb/r A llomey l atented Mar.' 29, 1932,

carries nnnnx, HABRY' RroKnY; OF nousa'on, 'rExAs ENGINE; TIMING SWI'IGH- Application filed J'une 13,

vide an engine timing switch of the char-- acter described which will be simplein construction, strong, durable, efficient in its use and which may be manufactured and installed at low cost. I i V All of the foregoing and still further ob- 6 .jects and advantages of the invention may become. apparent during a study of the following, specification, taken in connection with the accompanying drawings wherein like characters of referencedesignate corre spending parts throughout the severalviews, and wherein Figure 1 is a view in vertical section showing a switch constructed in accordance with this lnventlon mounted in operative positlon u on a cylinder.

cipally in section showing the means for mountin the stationary contacts forming a part of the invention.

J Figure 3 is a top plan'view of the reciprocating switch rod with the movable contact thereon.-

Figure a is a view in side elevation of the invention showing diagrammatically the electric circuit and showing the samemounted on an engine cylinder, the 'la-tterbeing shown in vertical section. Referring to the drawings in detail, it will be seen that the reference'numeral f1 desige J nates an engine cylinder of any suitable construction in which is mounted for reciprocat ing movement a piston 2 having the usual sealing ring 3 thereon. The piston 2 is mounted on the connecting rod 4. It may be "l i well tohere state that the engine upon which Figure 2 is a fragmentary detail view prin 7 1e3 Serial No. 460,960...

this invention is mounted may be either of the two or four cycle type. v

The head-5 of the cylinder 1 has formed therein apassage 6 over which is secured an upstanding cylindrical sleeve 7 having an 55 integral outstanding flange 8 on its lower end for the passage of anchoring bolts 9 for mounting. said sleeve 7 rigidly in position.

As clearly seenin Fi ure 1, the upper end portion of the sleeve? is internallythreaded '60 to receive. an adjustable -meta-llic disk. 10 through which is slidabie' a rod 11 having -mounted onfits lowerend portion a piston of suitable approved construction 12 which is disposed between an annulus.,l3' which is 05 loosely mounted on the rod ll'and the abutment or. flange '14 which preferably consti tutes an integral part of said rod 11. An

extension in the forrnof a stem 15 depends from the flange 14 and passes through the passage 6 in the head .5into the cylinder 1..

., The @member 13 has a reduced upper portion for the reception'of a coil spring 16 which encircles the rod lland has its upper end en.- gaged with a reduced integral extension on the disk 10 in; a manner toyieldingly urge the piston 12 and rod 11 downwardly in the I sleeve 7; N The upper end portion of the rod 11 has threaded-thereon for longitudinal adjust- 8o ment amovable contact comprising a disk of electricity insulatinggmaterial 17 having ems bedded in its upper side an. annular current cOnductingmemberlS disposed concentrical; ly therein. The movable contact member will. be designated generally by the. reference numeral '19 and has threaded thereinto a set screw 20 engageable with the rodll-in a manner to secure said movable contact in ad:

justed position.

" Stationarycontacts. 21 extend vinwardly above the upper endiof the sleeve? vfrom diametrically opposite sides thereof and have their' ,free ends disposed in spaced, opposed relationtoejach other on opposite sides of the upper end portion of the rod 11 and in the i path of the movable contact '19; The sta tionarycont'acts 21 have integral down turned end portions 22"for supporting thesame-on the'sleeve 7 and to this end a blockaof insulating material 23 is interposed between the portions 22 and said sleeve 7. Insulating bushings 24 extend transversely through the down turned portion 22 of the stationary contacts 21 and fastened longitudinally through said bushing are the anchoring screws 25 which are threaded into the sleeve 7.

The reference numeral 26 designates a convential storage battery from which extends a conductor wire 27 to a conventional coil 28 and a conductor wire 29 electrically connects the coil 28 with one of the stationary contacts 21. The other stationary contact 21 is electrically connected with the spark plug 30 by the wire 31. The reference numeral 32 designates a ground wire.

In operation the piston 3 of the engine engages the stem 15 at the end of each up stroke in a manner to elevate the rod 11 and piston 12 against the tension of the coil spring 16 to engage the movable contact 19 with the stationary contacts 22. Thus the circuit to the spark plug 30 is closed for firing the cylinder. Vhen the piston 3 recedes the spring 16 returns to piston 12 and rod 11 to lowered position for opening the circuit to the spark plug 30. The piston 12 constitutes sealing means for preventing loss of compression from the engine cylinder 1. The spring 16 is adjusted to exert a pressure on the piston 12 which will be substantially equal to or slightly greater than the pressureexerted on the said piston 12 by the compressed charge from the cylinder 1. The extent of movement of the piston 12 and the rod 11 necessary for closing the circuit to the spark plug may be regulated by adjusting the movable contact 19 longitudinally on said rod 11, as will be readily apparent. The gas which passes from the engine cylinder 1 through the opening 6 into the sleeve 7 on the compression or up stroke of the piston 2 acts as a cushion for the piston 12 on the downward movement thereof under the impulse of the spring 16 as said gas will be partially trapped by the restricted opening 6.

It will thus be seen that the charge in the compression chamber of the engine cylinder -l will always be ignited at the proper time. When the device is mounted for operation on an engine of the-four cycle type the spark plug 30 will be energized at the end of the exhaust stroke of the piston 2 as well as at the end of the compression stroke and in this way any unignited gases which may be present will be burned.

It is believed that the many advantages of a device constructed in accordance with this invention will be readily understood, and although the preferred embodiment of the invention is as illustrated and described, it is to be understood that changes in the details of construction may be had which will fall within the scope of the invention as claimed.

What is claimed is In combination with an internal combustion engine including a cylinder and pistons therein, the upper end of the cylinder having an opening therein, a sleeve connected with the c linder and surrounding the opening, a mem er adjustably arranged in the upper part of the sleeve, a stem passing through the member and slidably arranged therein, the lower end of the stem passing through the hole in the top of the cylinder for engagement by the piston, a piston on the stem contacting the internal walls of the sleeve, a spring encircling the stem and located between the last-mentioned piston and the adjustable member, and means for closing the ignition circuit of the cylinder when the stem is moved by the cylinder piston.

In testimony whereof I affix my signature.

FRANK HARRY RICKEY. 

